Cable-gripping mechanism for overhead conveyer systems.



15 J j T 1 E. HANAK. CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

APPLICATION FILED MAY 27. IQIB. 1 ,297,681 Patented Mar. 18,1919.

l3 SHEETS-SHEET I.

l. JUMP 5, T15- 31 1 j; v INVENTOR H T z'dwardjzwmk BY I M f '9 TORNEYJ ELHANAK. CABLE GRIPPING MEQHANISM. FOB OVERHEAD-CONYEYER SYSTEMS.

Patented Mar. 18, 1919.

INVENTOR l'dwa d fmzal.

ORNEYS.

. E. HANAK.

CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

APPLICATION Patented Man'18,1919.

I3 SHEETSSHEET 4' Q @wwm'a/f Amg ATTORN EYS did-f ms NGRIIIS PErERs m FMDYL' E, HANAK. CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

APPLICATION FILED MAY 27. l9l8.

Patented Mar. 18,1919.

-13 SHEETS-SHEET 5.

egalm /I/l/ll/ 6 W A! I I a 4 1 V/W m l W Pl M. n M m INVENTOR Edward flivzazo.

aw'yadzamz 1 ATTORNEYS.

/ 'I/IIIIII E. HANAK. CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS. 1,297,681.

0w 1 9 1 oO 1w rs m E H d ems t. n m a P "m M 7 2. I A M D E L H N w .T A C U DI P A INVENTOR wwrU/anak 47mm?) ATTOR N EY5 Q E. HANAK.

CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS..

APPLICATION FILED MAY 27 I918.

Patented Mar. 18,1919.

13 SHEETS-SHEET 7- INVENTOR 3 Zblwardfiazzw ATTORN EYS E. HANAK.

CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

APPLICATION FILED MAY 27, I918. 1,297,681 Patented Mar. 18,1919.

13 SHEETS-SHEET 8' lNV-ENTOR Edwardifwzak BY -r. m

I ATTOR NEY E. HANAK.

CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

APPLICATION FILED MAY 27. l9l8. 1,297,681. Patent-0d Mar. 18,1919.

13 $HEETS-SHEET 9.

INVENTOR l wardifamfi BY dfuc M 6 ATTORNEYS E. HANAK.

CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYEH SYSTEMS.

APPLICATION FILED MAY 21. 1918.

1,297,681. Patented Mar. 18,1919.

13 SHEETS-SHEET l 0.

INVENTOR i'clwardffa nak E-. HANAK.

CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

APPLICATION FILED MAYZT. 1918.

1,297,681. Patented Mar. 18,1919.

13 sHEET's-sHEET n.

ATTORNEYS n1: mum: PEYERS ccur-norournu. mwmcmu. 11:.

E. HANAK CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

APPLICATION FILED MAY 21. 1918.

Patented Mar. 18,1919.

" 1a SH'EETSQHWEET l2.

INVENTOR Z'Jward f/mza. 712

ATTORNEYS E. HANAK. CABLE GRIPPING MECHANISM FOR OVERHEAD CONVEYER SYSTEMS.

- APPLICATION FILED MAY 21 I918- 1,297,681 Patented Mar. 18,1919.

3 SHEETSSHEET l3- !NVENTOR Edwardjfamk 1 v0 8 a c u y a V a P a 9 o 2 Um \3 3 2 @v z w a m m .2 0. a z, m a R ATTORN EYS m: "cams PETERS can I-worou'rnm. WAsMlMcw/v. n. c.

EDWARD HANAK, OF HOUSTON, TEXAS.

CABLE-GRIPPING MECHANISM FOR OVERHEAD C ONVEYER SYSTEMS.

Specification of Letters Patent.

PatentedMar. 18, 1919.

Original application filed February 25, 1918, Serial No. 219,092. Divided and this application filed May 27,

1918. Serial No. 236,799.

To all whom it may concern:

Be it known that I, EDWARD HANAK, a citizen of the United States, residing at Houston, in the county of Harris and State of Texas, have invented a new and Improved Cable-Gripping Mechanism for Overhead Conveyer Systems, of which the following is a specification.

My present invention has reference to an improved cable gripping mechanism that is especially adapted for use in connection with conveyer systems of the overhead type and particularly designed for use in and to form a part of the complete construction of the conveyer system disclosed in my copending application filed February 25, 1918, Serlal No. 219,092, and of which this application forms a divisional part.

That the complete construction of and the manner in which it cooperates with the conveyer trolley, as it passes along an endless guide rail, and with the endless conveyer cable, as the conveyer trolley or trolleys travel from a loading point to the delivery point 01' points and back to the beginning or loading points, I have, in this application, shown and described my improved conveyer system disclosed in my copending application stated, and it should be mentioned that my improved conveyer system is one in which a package or load taken at a loading point, which may be anywhere along the line of the system, is automat1cally conveyed to any selected point along the system, discharges the load at such point and, after which, the conveyer element or trolley automatically returns to the starting point.

Generically, my invention is in the nature of a mono-rail trolley system in which, after the trolley or goods conveyer is started for conveying the load to a selected place of delivery, the operation of deflecting the trolley 01' carrier with the load to a place of delivery, discharging the load at some predetermined point at the place of delivery and returning the trolley or carrier to the starting point is automatically efiected by the moving trolley, as it proceeds along its course from thestarting point back to the place of beginning.

In the present application of my monorail trolley conveyer system, I shall illustrate and describe a mechanism entirely mechanical throughout, since in the present showing, I have presented a conveyer system for docks, warehouses and such other places Where cotton and other inflammable commodities are handled and where the utilization of electrically controlled mechanisms is prohibited.

Parts for assemblage of all classes of merchandise or manufactured products as well as the raw products for manufacture,

are at present carried throughout manufacturing plants by many devices requiring manual attention, such as drayage trucks, hand shoved trolleys and conveyers; and bulk materials of different grades and as many brands are now generally handled by an exhaustless number of mechanical appliances.

Another and important purpose of my complete conveyer system is to provide in a system of the character outlined, a continuously moving trolley cable with which a large number of trolleys may be readily gripped, each of which has a goods holder suspended therefrom, which the trolleys are conveyed, a plurality of transverse or station rail sections, each combined with an inlet and an outlet switch mechanism, a means on each trolley that opa mono-rail over crates to first open and then close the inlet switch mechanism and subsequently close and open the outlet switch "mechanism of a sielected cross over or transverse station rai V Again, my mono-type rail trolley conveyer system includes a plurality of cross over rails and switch mechanism for the ingoing and outgoing ends of each cross over, an adjustable selective device on the trolley for engaging the switch controlling mechanism which includes means for releasing the trolley cable grip, whereby to free the trolley from the outgoing cable before the said trolley takes-the switch at the ingoing end of a selective cross over or station and for moving the trolley grip back to close against the ingoing portion of the moving cable after the trolley takes the closed outgoing switch for the aforesaid cross over.

lected compartment and adapted for being engaged by the adjustable selective device on the said trolley.

Another and important object in the development of my conveyer mechanism, is the provision of a block system for each cross over or station, also controlled by the moving trolleys, for blocking a returning trolley against a possible collision with a trolley that is making a cross over and also the provision ofa safety stop mechanism which is brought into action under possible contact of one moving trolley with another trolley ahead, whereby the trailing trolley is immediately released from grip contact with the conveying table.

With other objects in view and hereinafter fully explained, my present invention ismore specifically related to an improved gripping mechanism that forms a part of the complete conveyer system hereinbefore outlined and which constitutes the subject matter of my previously stated copending application and which is especially designed for cooperating with the other elements for effecting the load pick-up, the load discharging, and the shifting operations of the trolley along the main and the cross over track rails and the coacting ingoing and outgoing switch mechanisms.

In the accompanying drawings Figures 1 and 1 are diagrammatic plan views of warehouses, the heavy lines indi cating the outer wall and the cross over the partition walls of the building that divide the warehouse into separate compartments, the light lines indicating the main and cross over trolley rails. 1 Fig. 2 is a perspective view of the cable guide mechanism over which the endless cable passes as itleaves the power mechanism and to which itreturns after having completed its circuit.

" Fig. 3 is a perspective View that illustrates a corner construction of the trolley trackway, the. location of the release and the trip I stops for actuating the trolley to release the cable as it approaches the corner and for causing the trolley to again pick up the cable after passing the corner.

Fig. 4: is a perspective view of the trolley, the same being indicated as passing to a selected cross over or compartment, the cable gripping mechanism being shown as released and lowered from the conveyer trolley and in position for passing with the trolley under the conveyor cable as the trolley takes the lngoing switch. I

Figs. 5 and 5 are respectively a front and rear elevation of one of the trolley mechanisms, the grip devices being shown as in the trolley engaging position.

Fig. 6 is a transverse section of the mechanism shown in Fig. 5, taken on the line 6-6 on Fig. 5.

Figs. 7 and 7 A are views similar to Figs. 5 and 5 the toggle grip actuating devices being'shown as just tripped by a projection on the rail for shifting the parts to the cable released position.

Fig. 8 is a transverse section on the line 8-8 on Fig. 7

Fig. 9 is a plan view of one of the ingoing switch mechanisms hereinafter specifically referred to, the parts being positioned for holding the main line switch closed.

Fig. 10 is a similar view of the said switch mechanism, the parts being positioned for holding the ingoing or cross over switch closed in with the mainline or outgoing trolley rail. 1

'mechanisms and illustrates the kick back device hereinafter referred to, and arranged for being actuated by a passing trolley.

Fig. 12 is a diagrammatic plan view that illustrates the manner in which the cam shoe on the passing trolley engages and shifts the cable sheave out of the .path of the grip mechanism when released from the cable.

Fig. 13 is a perspective view of a preferred way of mounting the cable sheave.

Fig. 14 is an end elevation of one of the load carriers hereinafter specifically referred to. Y

Fig. 15 is a detail plan view looking in the direction of the arrow f on Fig. 1d.

Fig. 16 is a side elevation of the details shown in Fig. 15.

Figs. 17 and 18 are detail cross sections taken on the lines 1717 and 1818 on Fig. 16.

Fig. 19 is a detail horizontal section of the shiftable stop device hereinafter explained, and taken on the line 1919 on Fig. 16.

Fig. 20 is a diagrammatic plan view that illustrates one trolley as about to. pass back onto the main return rail, another or approaching trolley, and the automatically controlled block system for releasing the approaching trolleyfrom the cable for temporarily holding it from movement along the rail.

Figs. 9,1 and 21 diagrammatically represent the parts shown in Fig. 20, the approaching trolley beingshown as released and as having advanced and operated the kick back lever devices, the outgoing switch being shown as opened and the main line return switch as closed.

Fig. 22 is a perspective view of one of the block systems, the partsbeing shown at the normal position to permit a returning trolley to pass.

Fig. 23 is a diagrammatic plan of the said block system, the parts being shown in the normal position in full lines and in the trolley cable releasing and car braking position in dotted lines.

Fig. 24 is a detail section that illustrates one of the cable releasing trip stops taken on the line 24-24 on Fig. 23.

Fig. 25 is an elevation of a returning trolley as engaged with a block or brake system, the cable being shown released, the trolley grip resetting and brake releasing lever being shown in'this figure.

Fig. 26 is an elevation of the cable grip and the brake releasing lever mechanism and the trolley carriage stops, the grip setting and releasing disk being shown as being rocked to reset the cable grippers, the forward stop being shown as turned up to permit the trolley carriage to pass in the direction of the arrow.

Figs. 27 and 28 are diagrammatic cross sections taken on the lines 27-27 and 2828 respectively on Fig. 25.

Fig. 28 is a detail section of parts of the mechanism.

Fig. 29 is a diagrammatic plan view illus' trating the manner in which the cable loop passes into the building to the driving power (not shown).

Fig. 30 is a detail perspective view of the crank lever actuated by a returning trolley for shifting the grip resetting lever shown in Figs. 25 and 26.

Fig. 31 is a detail vertical section on the line 3131 on Fig. 23 that illustrates the bell crank lever devices actuated by a crossing over trolley for rocking the block system operating shaft.

Fig. 32 is a similar section on the line 3232 on Fig. 23 that illustrates the bell crank devices that connect with and operate the trolley engaging brake.

Fig. 33 is a face view of the cable gripping mechanism, the parts being in position in full lines for gripping the cable and in dotted lines at the cable released position.

Fig. 34 is a side elevation thereof, the parts being shown in full lines in the cable release position and in dotted lines in the cable gripping position, the guide bracket at that side being omitted.

Fig. 35 is a plan view of the parts shown in Fig. 34.

Fig. 36 is a side elevation of the cable gripping device, parts being in position for gripping the cable.

Fig. 37 is a plan view similar to Fig. 11 and shows the manner in which the kick back devices for an outgoing switch mech anism are tripped.

In the drawings, I have illustrated a simple arrangement of my improved conveyor system and, in the showing made, I have indicated a single or monotype raill that eX- tends around the warehouse, it being supported on suitable brackets projected from the warehouse wall and spaced a suitable distance from the outside of the wall, as shown.

Cooperative with the main'rail l is a number of cross over rails 2, one for each separate bay or room in the warehouse onto which the trolleys pass from the outgoing rail portion 00 to the return or incoming rail portion a, it being understood that in the practical arrangement of the mono-rail, the incoming portion may be at a slightly lower plane than the outgoing rail at the other side, whereby the cross over rails have a sufficient incline that the trolleys, as they leave the main track section to ride upon the cross over rails, pass by gravity from the outgoing rail portion 0a to the incoming rail portion y.

At this point, it should be stated, the first or forward end room 4 of the warehouse may be considered the power or plant compartment, since here is where the endless cable engages with power and transmission mechanism.

Any suitable means may be provided for imparting continuous motion to the endless conveyer cable 3 and for guiding the outgoing and incoming cable sections 00 and 3 from and to the power mechanism. I prefer to use the cable guiding means best shown in Fig. 2, which shows a cable passage din the front wall of the power compartment from which the outgoing cable section 00 passes onto a pulley 6, down and-under a tightener pulley c, then up and over one, e, of a pair of guide pulleys and f, the said outgoing section 00 passing along to the loading side of the building while the incoming cable section 3 passes under a pulley g, from thence over the overhead pulley f adjacent the pulley e from which it passes through the opening d in the warehouse wall and to the driving mechanism, not shown.

At the approach side of the cable guiding mechanism shown in Fig. 2, the return trolley rail has a cable release stop 90 and, at the outgoing side, the rail 00 has a cable pickup stop w, as shown, it being understood that the trolley passes over the gap between the cable portions 00 and y by its momentum and is freed from the cable.

That the operation of my improved conveyer system may be more readily understood, it should be mentioned, after placing a load (a round bale for example) on the hanger suspended from and which travels with a trolley or traveling carrier, an operator, by hand operation, sets the cable grip mechanism and thereby starts the trolley along an overhead rail on which the trolley advances and in its travel delivers the load at a predetermined or selected place and, after delivering the said load, continues in its travel and returns to the place from which it started, for reloading.

7 Referring more particularly to Fig. 4, which illustrates the position of a trolley in the act of conveying a load along the rail section 00 and as approachin the doorway of the compartment into whlch the trolley and in which the load is to be delivered at a predetermined place therein, as will hereinafter be more fully explained.

T he trolley mechanism.-The trolley mechanism, clearly illustrated in Figs. '5, 5 7, 7 and 8, includes an upper, a lower and an in termediate horizontal bar or beam, designated 5, 6 and 7 respectively and the said bars are braced by uprights 1.212 riveted at their upper ends to the outside of the upper most horizontal member 5.

The lower ends of the uprights 12 are bent horizontally inward and form a part of a horizontal yoke fr. me 13. Near the outer or front ends, the members 1212 are bolted, as at 12 -12 to the lower horizontal frame bar 6, as is best shown in Figs. 5 and 7 by reference to which and to Fig. 6, is willalso be seen the inner end of the said yoke frame 13 forms a bearing for the inner end of a shaft 14 that journals in a bearing bracket 15 on the under face of the bar 6.

8-8 designate a pair of standards that include horizontal foot portions 8080 rockably secured on the trolley frame bar 6. The upper ends of the standards 88 also terminate in horizontal members 81 rockably secured by a stud bolts 81 to an inwardly projected cross bracket 5 that forms a part of the frame, see Fig. 28.

Each standard 8 supports a vertically disposed grooved trolley wheel 9 and the said wheels engage the trolley rail sections 00-y and the switch rails in their travel from the starting point back to the place of beginning and to facilitate the travel of the said wheels 9 on the curves, the standards 8-8 are rockably mounted, as before stated, and further for properly holding the trollev in operative position, horizontal guide rollers 1010 are mounted on the outer end of cross members 5 that engage an upper guide rail 11 which extends around the warehouse in parallelism with the trolley rails m as shown.

16 designates what I hereinafter term the cable grip adjusting and locking disk, since the main function of the said disk is to elevate the grip mechanism, presently described in detail, forbeing clutched with the cable and for releasing the said mechanism from the cable and lowering it in a plane below the said cable.

Disk 16 has a radially extended handle 16 at the lower edge for setting the gripper jaws into engagement with the cable by hand.

The rear end of the shaft 14, that carries the disk 16 has a guide pulley 17 hereinafter again referred to. Y

At this point, it should be mentioned" that rotary moven'ient oft-he disk in one direction effects the application of the grip mechanism and the conveying cable and locks such mechanism to its cable grip position and a rotary movement of the said disk in the other direction, effects the release of and the lowering of the said grip mechanism, the said special construction of which I shall now proceed to describe in detail.

The grip me0hrms17t.The grip mechanism, best illustrated in Figs. 6, 8, 33 and 34, includes a frame that consists of a pair of vertically slotted side guides 1818 bolted at their upper and lower ends to the upper and intermediate horizontal trolley frame members 5 and 7, as is best shown in Figs. 5, 5 and 36, from which it will be also seen that each of the guides 18-18 includes a rearwardly extended horizontal bracket.

18 and each of the said brackets carry an adjustable stop screw 18, the purpose of which will presently appear. i

The cable grip jaws in the construction shown, are mounted on a carriage that reciprocably engages the stationary framean'd includes a body portion 19, the opposite side edges 1919 of which slidably engage the grooves 18"18 in the side guides 18-18 and the said carriage is intermittently reciprocate-d, through the movement of the re versibly rotated disk 16 hereinbefore referred to, by a link member 20, one end of which has a wrist or crank pin connection with the disk 16, as at 16*, and the other end thereof connects with a stud 20 on the front face of the said carriage 19, as shown.

The carriage 19 also includes a top plate 21 that is formed with a transverse slot 21* and opposite side guides 22, between which the upper or neck ends 23*-23 of the opposing cable grip jaws 2323 are oscillatably mounted.

The cable jaws 23-23 include long shanks each of which is formed with a transverse hub 23 through which pass pivot bolts 24 2 1, each of which has its end journaled in bearings formed in the oppositeside members 1919 of the carriage 19.

The lower ends of the jaw shanks are pivotally connected as at 2323, to toggle members 2525 pivotally joined by a cross bolt 26 with a follower or cross head 27, the opposite ends of which terminate in guide flanges 27 27 that ride in guide slots 28 28 formed in the side brackets or members 19 1 9 of the carriage l9 and which is normally pulled to its uppermost position, to actuate the toggles for holding the cable gripping jaws to their open or cable released position, by a strong coiled spring 29 that joins with the cross head and the top plate of the carriage, as is best shown in Figs. 6 and 8 of the drawings.

Each guide flange of the follower or cross head 27 has a lateral member 27 27 for cooperating with the adjustable screw stops 1818 on the vertical side members of the stationary frame, as Wiill presently more fully appear.

By referring particularly to Figs. 5 and 5 in which the cable grip is shown as clamping the conveyer cable 90 it will be noticed that the cable is shown as lifted above the normal or cable sheaves engaging position (see broken line) and, at this point, it should be mentioned that the said cable sheaves as the trolleys pass along the trolley rail, are automatically shifted and held out of the path of the passing cable grip mecha nism, and this feature of my invention is illustrated in detail in Figs. 12 and 13, by reference to which it will be seen that the trolley is provided with a cam shoe 30 tapered at both ends, which, as the trolley moves in the direction indicated by tlle arrow I) engages the nearest cable sheave 31, pushes it and swings it back out of the path of the grip devices until the said devices pass and until the rear tapered end of the cam shoe 30 passes the said sheave 31, which latter is then restored to its normal or cable guiding position by a coil spring connection 32.

As before stated, when starting a trolley on its load conveying and delivering journey, it is set or adjusted for selecting the particular cross over compartment of the warehouse or other place of delivery for controlling the ingoing and outgoing switch mechanism as it passes onto and from the said selected cross over and for selecting, while in transit, the place on the cross over where the load is to be dropped.

. For selecting the ingoing switch mechanism, each trolley has a vertical indicator bar 33 on its front face provided with a vertical series of horizontal cross notches or ratchets 34, twelve of such notches being shown for indicating that the system is arranged for working twelve separate compartments or cross overs.

Cooperative with the indicator member 33 is an adjustable cam dog 35 provided with a nose 35 for interlocking with any selected one of the notches 34 and with an apertured heel 35 that slidably engages a vertical turnbler rod or shaft 36 mounted upon the front of the trolley, as shown.

Switch mechanism.-At a suitable distance in advance of each transverse compartment or cross over of the warehouse, is mounted an overhanging bracket 37 that includes a horizontal arm 37 secured to the upper or guide rail 11, and a vertical member 37 pendent from the arm 37, back of which the trolley'passes. Each bracket 37 carries a tumbler shaft 39 and each of the shafts 39 has a crank arm 38 that carries a roller bearing 38 for being engaged by the cam dog 35 on the passing trolley, when the said dog is set for selecting the said mentioned roller bearings 38 it being understood the bearings 38 for the different cross over points are set in different horizontal planes to register with the different set of cam dogs 35 mounted on the different pass ing trolleys.

40 is a shiftable stop, one of which is located at a suitable distance ahead of each cross over or ingoing switch mechanism and each of the said stops is normally held to its drawn back or inoperative position. The stop 40 connects with a crank 41, see Fig. 4, on the lower end of a rock shaft 42 mounted on the trolley frame and which has a crank 43 at the upper end (see Figs. 9 and 10) which, through a link connection 44 joins with the crank arm 44" on the upper end of the tumbler shaft 39, the several parts mentioned being so arranged that as the roller bearing 38 is engaged by the cam dog 35, as stated, the stop member 40 is projected through the trolley rail in the path of the moving trolley for releasing the cable grip mechanism, which operation is explained as follows:

By referring to Figs. 5, 5 7 and 7 which show the trolley mechanism in front and rear elevation, it will be observed the trolley disk 16, the adjustments of which, in the manner to be stated, applies and releases the grip mechanism, is positioned for holding the gripper jaws elevated and as gripping the cable, and, when thus positioned, the link 20 is vertically extended and tends to hold the grip devices locked at their uppermost or cable gripping position.

A link member 45 pivotally joins, at one end, with the front face of the disk 16, its other end being pivotally connected with the lower end of a rock lever 46, the upper end of which travels over the outer face of the trolley rail :20 for engaging with the projected stop 40, it being apparent from Fig. 7 that as the trolley advances in the direction of the arrow, when the lever 46 has engaged the stop 40, it has pushed the link 45 in the direction of the arrow 1, turns the said disk 16, as indicated, and thereby brings the several parts to the position shown in said Fig. 7, which illustrates the trolley as released from the cable and the cable jaws in a plane below the normal cable line, it being understood that since the entire gripping mechanism is thus lowered to a plane below the conveyer cable, the said trolley mechanism may freely pass under the cable as it takes the ingoing switch to the selected cross over or compartment into which it is to pass, and the said parts remain in the said last mentioned position until the disk 16 is again turned in a reverse direction by reason of a stop roller 47 on the back of the disk coming into contact with a suitably located stop 115 in the path of the moving trolley,-as will be hereinafter more fully explained.

['ngm'ng switch 7TLChCHZi$1lL-:h rod at one end connects with the crank 44 on the tumbler shaft 39, and extends forwardly and joins with one end 50 of a bell crank lever 50 fixedly mounted on a vertical rock shaft 51 to which the main lin switch rail section 00 is attached so that, as the shaft 51 is rocked in one direction, the switch. rail 00 opens, and, when turned in the other direction, under the tension of a spring 52, it

brings the switch rail 00 back to the main line closing position.

Connected with that end of the bell crank opposite the end 50 is a toggle device 53 that consists of two links 5353 pivotally connected with each other, one member 53 being'p-ivotally connected with the rail w and the other 53 pivotally connected with the bell crank lever end 52 as is best shown in Fig. 10 which shows the main switch section 00 as moved out to the open position and the hinged curved switch member m as in the closed position for transferring the trolley from the main line :0 onto the cross over rail m in the selected compartment.

The manner in which the curved or ingoing switch r is shifted to the closed and open position is best explained as follows, reference being especially directed to Figs. 9 and 10 of the drawings in which 54: designates a link rod that joins at one end with the end 52 of the bell crank lever 50 and, at the other end with a crank 55 on the lower end of a rock shaft 56 that carries a toggle link 57 that pivotally joins with another toggle link 58 hinged on the cross over rail 00 as shown.

By reason of the peculiar arrangement of the pants that constitute the ingoing switch mechanism, as shown and described, as the trolley passes along in the direction indicated and, as the tumbler shaft 39 is rocked in the direction indicated and while actuating the cable grip devices to release and lower the trolley from the cable, the bell crank 50, at the ingoing side, is rocked against the tension of its spring 52 in the lever 59 provided with a. member 59 that is direction indicated on Fig. 10 and in thus moving the said bell crank 50, the latter, through the link rod 5% adjusts the toggle link members 57 and 58 to form, as it were,

a rigid connection between the rock shaft .70 and the outer end of the switch section m thereby bringing the said end of the switch w in proper aline-ment with the main line w, and it'should be stated that the parts are held locked to their adjusted position, by the toggle link connections 5857 and 53 53 until the connection 53 and 53 is broken to thereby allow the bell crank lever 50 to be swung back to its other position under the tension of its spring and simultaneously shift the ingoing or curved switch section 00 to the open position and the main line switch section x to the closed position with the main rail w.

59 designates a kicker lever pivotally mounted adjacent the toggle members 53 53 and normally held out of engagement with the said members 53-53 when they are lengthened to the bell crank lever lock- 1 ing position, as indicated in Fig. 10.

59 designates a rod that joins with the kicker 59 and extends across the compartmeent through which the trolley is to pass and connects with a crank 59 on the rock engaged by a lug 59 on the trolley as it passes over to the outgoing switch mechanism and, by reason thereof, rocks the aforesaid lever 59, pulls the rod 59 in the direction indicated and swings the kicker 59 into engagement with the toggle 53 53 breaks the joint and thereby allows the spring'5'2 to pull the bell crank 50 back to the position shown in Fig. 9 and closes the main line switch member 12 with the main line 00 and opens the ingoing or curved switch member 02 from the said main line.

As hereinbefore stated, each trolley includes a load carrier upon which the load, a round bale for example, is placed before starting the trolley on its way and which, in passing through the selected compartment, as the trolley crosses over from the outgoing to the ingoing cable portion, is automatically delivered at any of a selected one of bins or sub-compartments in the main compartment through which the trolley passes.

flhe load carrier, which is best shown in Figs. 4 and 14 consists of a pair of hanger bars 60-60, the upper ends of which are 12 I and then outwardly to form substantially horizontally projected sides or carrier arms 6565 d enote rocking lever arms pivotally mounted on av cross bar 6 6 secured to the side arms 64+64-, and the front ends of the said lever arms are bent up at an obtuse angle to the side arms 6% and are braced by a cross rod 67, as shown. I

On one of the cross rods 61 of the hanger frame is pivotally mounted a bell crank dog or lever 61 which engages and holds the rocking lever arms 6565 from tilting on their fulcrum, while conveying the load, as indicated in Fig. l.

68 denotes a trip rod that connects with the crank lever 61 and with a crank member 69 on a bar or arm 69 which constitutes a part of the trolley mechanism. I

Bar 69 is rockably mounted on the trolley frame and it carries an adjustable stop or trip member 71, which, before starting the trolley on its travel to the selected compartment, is set for engaging a fixed stop or abutment 72, one for each bin or sub-space in the said compartment, with which the said member 71 engages as the trolley passes from the incoming to the outgoing side, it being understood that as the stop 71 engages the predetermined member 72, the bar 69 rocks and through the trip rod 68, lifts the crank lever 61 and thereby releases the load holding arm 6565, see Fig. 14, for dropping the load at the selected place.

Outgoing switch mechanism.-In Figs. 20, 21 and 37, which illustrates an outgoing switch mechanism in detail, 00 indicates the trolley rail, x the switch section thereof and m the curved switch rail that is hinged to the cross over rail and Which, at times, is swung out to a line with the main line :0 when the switch section w is moved to the open position.

A bell crank lever 73 is suitably mounted along the cross over rail and is provided with a roller 73 which, when the main line switch 00 is closed and the curved or outgoing switch 50 is open, as shown in dotted lines Fig. 37, is engaged by a suitable proj ection on the passing trolley and is thereby swung in the direction indicated by the arrow 0. As the bell crank 73 is swung in the direction indicated through a connecting rod 74, it swings a bell crank lever 75that connects with the main switch rail an -in the direction of the arrow (Z and through a link 7 6 it rocks a crank shaft 77 which by link members 78 and 78 joins the shaft 77 with the curved switch the connection being such that the main line and the curved or outgoing switch members operate in harmony; as one opens, the other closes and vice versa.

After the trolley passes from the cross over onto the return portion of the main track, an incoming trolley thatfollows along the said return trolley section, trips the aforesaid outgoing switch mechanism.

The manner of tripping said outgoing switchmechanism is clearly indicated by Figs. 21 and 37, by reference to which it will be seen a crank arm 7 9, mounted on a rock shaft 79 located, at a suitable point in advance of the switch mechanism to be tripped, projects into the path of the trolley cam shoe 30,see dotted linesFigs. 21 and 37, which rocks the shaft 79 and through a crank 79 on the shaft and a link connection 79, it a'ctuates a kicker lever 79 which breaks a toggle connection 7 5 and 75 and cooperative with the bell crank 75 thereby allows the spring 8 to pull the bell crank 75 back to swing the curved switch rail out of register with the main line and the main line switch 00' into register with the said main line.

The block s z stcm .r\. block system is provided for each transverse compartment or cross over. In Figs. 20 to 24: inclusive is shown one of the block systems in connection with so much of a cross over rail, an outgoing switch mechanism, next, but in advance of the block system, and a trolley traveling on the cross over, as is necessary to illustrate the operation of the said sys tem.

SO designates a bracket that is secured to. the overhead guide rail 11 with which connects one end 81 of a flat spring band brake 81, the free end of which, through a link member 83, joins with one arm 85 of a bell crank lever 86.

Normally the free end of the brake band 81 is pulled back to the position shown in full lines in Fig. 23 to allow for the free passage of the traveling trolley and, atthis point, it should be stated, that the means (the bell crank 73) for closing the outgoing switch and the means (presently explained) actuated by the crossing over trolley for adjusting the block system are cor-relatively so arranged that the block system is first set for cable releasing and arresting an incoming trolley on the return cable, before the outgoing switch is closed, so that the trolley traveling in the return direction is positively held up before the trolley on the cross over reaches the outgoing switch, and the distance space between the switch throwing means and the block or brake system is such,

that an incoming trolley, on the return cable, that may have. just passed the hold-up or brake devices, will have a clear track rail past the outgoing switch mechanism about to be shifted by the crossing over trolley.

At a suitable distance back of each outgoing switch is located a cable grip release pin and each of the pins 90 rides through an aperture in the trolley rail and pivotally connects with a crank 91 on a horizontal rock shaft 92 journaled in bracket bearings on the back of the trolley rail, as is best shown in Figs. 22 and 23.

96 designates another crank member attached to the rod whose upper end connects through a link 97 with the bell crank 

